Chaz Murray recently addressed concerns regarding CHP officers stopping truckers for chaining down loads through non-traditional attachment points on trailers. Despite what some officers may claim, there is no law specifically requiring loads to be chained to a D-ring or similar attachment. The California Trucking Association confirms this. If you have received a ticket for this issue, please contact me so I can share it with the C.T.A. It's important for there to be clear guidelines in the vehicle code regarding acceptable attachment points. When faced with this situation, I plan to calmly request the officer to show me the specific code or law in question. If they are unable to do so, I will respectfully inquire about alternative solutions. Although the officer may become frustrated, I will maintain a courteous demeanor while posing challenging questions. My approach is to engage with kindness while seeking clarification on the issue at hand. In the end, I take pride in my job and strive to navigate such situations professionally.
"Way to go, ROP! That's definitely the winning strategy."
RollOver Pete suggested the necessity of a vehicle code that clearly outlines acceptable attachment points. He expressed anticipation of encountering this issue soon, planning to politely request clarification from officers citing the relevant code, rule, or law. If met with an uncooperative response, he intended to maintain a calm and friendly demeanor while posing challenging questions. This tactic aimed to disarm the officer with kindness and confusion, leaving them without answers. Pete expressed appreciation for this approach, questioning why authorities are surprised when car enthusiasts group together coupes.
Dualie exclaimed that it was the most ingenious idea they had come across. It's amusing how some wonder why we combine all the coupes together. But there's really nothing to wonder about. To see for yourself, check out this video at http://www.youtube.com/watch?v=Fy-1APuqzhM.
That's why I mentioned running through the scale house. I don't normally take the lowbed that way, but whenever I do, the line always extends out the front door, causing a traffic jam in the right lane for nearly a mile. So, I decided to switch to the third lane and accelerate. With a width of 11'6 and height of 13'11, I disregarded the queue and proceeded on. Another route I frequently take is through Cordelia. I simply find a reefer or intermodal container hauler to follow as I move ahead. Additionally, I have specific "permit" routes that I occasionally traverse.
Defying authority and fighting against injustice. Absolutely adore it. Always stay true to yourself and never lose your shine.
Qball's rebellious spirit is admirable. While I appreciate the sentiment of sticking it to the man, I can't help but feel conflicted about it. Both the man and I have our own responsibilities to fulfill. I take pride in being a professional in my line of work, always looking out for the best interests of the owners and making the most of the resources available to me. With years of experience under my belt, I know what strategies work and which ones don't. However, I often find myself in a position where I have to take orders from someone who lacks understanding of my job.
It can be frustrating to be at the mercy of someone who believes they know better than me. As much as I wish I could assert myself more, I have to accept my place in the hierarchy. This dynamic can work smoothly as long as there is mutual respect between us. I have encountered this situation countless times before, and it rarely ends well for me when I am treated disrespectfully. If I am pushed to my limits, I may feel compelled to act in a way that is not in line with my usual behavior.
Despite the challenges I face, I always manage to navigate through them and come out on top. It's a delicate balance between asserting my expertise and maintaining professionalism in difficult situations.
I always believe in treating others with the same respect that I expect to receive. However, past experiences have shown that this approach often doesn't end well for me. If you treat me like a criminal, don't be surprised if I start acting like one. As the saying goes, "treat me like a dog and I'll **** on your leg." This metaphorical statement resonates with Pete, highlighting the importance of mutual respect in any relationship.
Around eight years ago in California, we encountered a situation where our load was stopped and the police argued that certified tie-down points were necessary. However, we successfully contested the citation in court on the grounds that there were no regulations requiring it at that time, and we were simply adhering to "industry standard practice." The judge understood and dismissed the citation, emphasizing that just because an officer believes something is necessary, it doesn't make it true.
On the flip side, I've witnessed numerous instances of trailer framing being damaged due to improper tightening or excessive force from chains and boomers. It's a common occurrence among drivers who lack knowledge in securing heavy equipment. I often wonder how much money I could make for every damaged trailer I've seen – perhaps enough to treat Squizzy to a few beers before flying back home with extra cash in my pocket. It's a reminder that proper tie-down procedures are crucial when hauling heavy loads.
I am curious about the possible consequences of not having D rings or stake pockets. One option could be to insert a hook into the "V" and tighten it securely.
Surfer Joe expressed concerns about the damage caused by over-tightened chains and boomers on trailer framing. It is crucial to not exceed the rated force of the chain/device to prevent tearing or destruction. The California Highway Patrol emphasizes this issue during inspections. Improperly secured wheeled loads can result in extreme forces on lashings during braking, potentially causing them to snap. Proper lashing direction is essential to prevent damage to lashing points, ensuring the chain gives way before causing harm to the load.
When riding my trusty old Trail King, I would always have to thread the chain through the pocket and loop it back onto itself. While a bit of a hassle, this method never failed me on the trails.
While I have not experienced any issues with pocket tearing on my Murray, I did encounter frequent pocket damage on my older Cozad, particularly due to the lack of a park brake on the 988 loader.
Yes, wheel loaders must be securely chained. Even a small amount of slack in one chain can lead to excessive banging and potential damage. I've had instances where I could tear holes in the side of my Cozad trailer if I was determined and the truck was stuck. But that's a separate tale altogether.
Hey Chaz, have you ever considered who manufactures D-Rings for CHP officials? It's interesting to note that a city cop in our area had a similar issue with chain and binder use. Instead of using two chains with slack in the middle and four binders, he suggested using four short chains and four binders. This situation made me wonder if anyone else has experienced a similar dilemma before.
I found myself in a tricky situation when I was hauling an old 235 on a 10' wide 7 axle trailer. The scale was only eight feet wide, and a motorcyclist officer instructed me to weigh the right side first and then turn around to weigh the other side. It was a relief that the equipment was worn out and I didn't end up with a five-axle set-up, especially considering I wanted to avoid any issues with the authorities at the Long Beach port. Just another day in the challenging world of lowbed transportation!
Oh wow, I'm already on probation so I need to be careful with my words.
Chaz Murray expressed frustration over recent reports of truckers being pulled over by CHP for securing loads using the holes on trailer sides. In his opinion, this enforcement activity seems unnecessary and he questions why law enforcement officers are targeting this common practice. For years, truckers have safely tied down their loads through these holes without causing damage to the trailers.
I have been searching high and low for the attachment points that everyone keeps mentioning. It seems like they may have been omitted from this trailer. Could it be that I was scammed? It's a head-scratcher for sure.
It appears that the attachments on your ROP were not installed properly. Many chains tend to slide down the rail during hard braking, which can be quite concerning. It may be a good idea to use a welding rod like 7018 to secure D rings for added safety.
The welded stops on the Dualie are designed to securely hold the chain in place, with one angled forward and one angled back. While it's an option as a last resort, it's not ideal for situations where you're suspending weight high off the ground as it can lead to tip loading the hook, posing potential risks.
Dualie pointed out that you were shortchanged on the attachments for your ROP system. It is concerning to see chains sliding down the rail of a channel during hard braking, which can be quite alarming. It might be a good idea to consider reinforcing the setup by welding some D rings using a 7018 rod for added security. Consider taking action before it's too late.
At ROP, this is how we secure our loads on our tag trailers. It's incredible how securely these loads wedge in place - often, we have to detach a chain hook and carefully remove the binder hook from the trailer because it gets stuck. By positioning the loads next to the stops on the underside of the lip, they stay securely in place without sliding around.
RollOver Pete expressed frustration in searching for attachment points that were supposedly included with his trailer. He questioned if he had been misled or ripped off. However, the issue may simply be that he purchased the wrong trailer. A Murray lowbed trailer would have provided the attachment points he was seeking. Need visual confirmation?
When securing my load on my TrailEze trailer, I always make sure to properly slip the hook on the rail just like how you do it. This method has worked well for me and I haven't had any issues with it. I did encounter a situation where I was told to add more chains to my load, but after adding them, I was able to continue on without any penalties. It's important to keep in mind that a driver's attitude can play a significant role in whether or not they receive a ticket, and I always approach situations with a positive attitude. When using a larger trailer like a Murray, I have never experienced any damage to the rail by wrapping the chain through the hole, around a cross member, and back out the hole. This technique helps to securely fasten the trailer and prevents it from getting damaged. Just a little tip, Dualie is a 15-year-old boy who enjoys riding with his father.
Oh no, it appears I have been exposed! However, I should refrain from revealing that ClassicKW may not meet the height requirement for Disneyland rides. Despite this, he gives off the aura of a rugged trucker cruising down the road with his seat lowered. Surprisingly, few are aware that this is the only way he can reach the pedals. Additionally, it seems he has an unusual pickle fascination. Moving on, does anyone know the proper way to secure a large bicycle to a trailer while adhering to Texas DPS regulations? By the way, the selection of emojis here is far superior, and just so you know, my father operates a CAT service truck.
It's great to see that you're still passionate about your KW truck, Mr. Dualie. I was beginning to think it was just collecting dust! I'm excited to explore this awesome site further and learn how to share some pics. Just to clarify, I'm not Billy the BigRigger - I'm more of a rule-breaking little brother. And yes, you might be envious that I'm short enough to polish my wheels without bending over or sitting down. Let's keep the conversations rolling! 🍿
Dualie inquired: "Does anyone know the correct method for securing a large wheel bike to a beaver tail while ensuring compliance with the Texas DPS regulations?" As long as the bike is being towed by a white 359 truck equipped with a Detroit engine and a set of sticks, you should be in the clear. Welcome to the community, Classic! Don't forget to share some pictures of Madeline.
It seems like we're all in trouble now that the trucks have a 13-speed transmission. Time to start saving up for potential bail money.
I am curious about the number of gears in the Big Wheel. Can anyone shed some light on this for me?
As she strides past, I can hear the sound of her high heels clicking against the dashboard of the powerful 120 mph Peterbilt truck. Let's go!
Update: RollOver Pete has a message for you - no need to wonder, just watch for yourself on this YouTube video link: http://www.youtube.com/watch?v=Fy-1APuqzhM. I no longer drive through Banning after an incident that cost me $630.00 and 1.5 points. Now, instead of running the scale, I report road hazards near inspection facilities by calling 911. This proactive approach ensures that commercial vehicles causing traffic obstructions are swiftly dealt with by flipping the bypass sign.
Thank you for the advice on how to bypass Banning. I will definitely consider giving it a shot the next time I need to take that route.